Apparatus for heating cars



(No Model.) 2 SheetsSheet 1.

J. EMERSON. APPARATUS FOR HEATING CARS.

Patented Dec. 30, 1890..

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(No Model.) 2 sheets-sheet '2. J. EMERSON. APPARATUS FOR HEATING CARS.

No. 443,936. Patented Dec. 80, 1890.

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4 UNITED STATES PATENT OFFICE.

JAMES EMERSON, OF "ILLIMANSETT, MASSACHUSETTS.

APPARATUS FOR HEATING CARS.

SPECIFICATION forming part of Letters .Patent No. 443,935, dated December 30, 1890.

' Application filed May 2, 1890. Serial No. 350,262. (No model) To all whom it may concern.-

Be it known that 1, JAMES EMERSON, a eiti zen of the United States, residing at Willimansett, in the county of Hampden and State of Massachusetts, have invented new and useful Improvements in Apparatus for Heating Railway-Cars, of which the following is a specification.

This invention relates to improvements in apparatus for heating railway-cars, wherein the steam from the locomotive is caused to circulate through pipes in the cars, and wherein at the time the locomotive is detached from the cars the circulation apparatus of the latter nevertheless may be utilized for still maintaining a warm-water heating circulation within the cars.

The invention consists in the construction and combination of parts, all substantially as will hereinafter more fully appear, and be set forth in the claims.

Reference is to be had to the accompanying drawings, in which an embodiment of this invention is illustrated, similar letters of reference indicating corresponding parts in all the views.

Figure l is a sectional elevation of one of the cars equipped with circulation-pipes and auxiliary contrivanees in accordance with this invention. Fig. 2 is a perspective representation of the circulation system for one car. Fig. 3 is an elevation of the rearportion of a locomotive with the tender and a sectional elevation of the forward portion of the car, the parts of the invention being shown to the extent to which they would appear in such a view. Fig. A is an enlarged sectional view of the valved connection between the tank in the tender and the pipe for taking steam from the locomotive to the circulation pipes in the cars.

A represents a pipe which leads downwardly from the dome or other steam-supply of the locomotive, and itthen continues horizontally rearwardly under the tender, and is adapted at its rear end to be connected with a pipe on, longitudinally running under the passenger or other car next behind the locomotive. Said steam-pipe is provided with a cock or valve, as shown at a.

The locomotive is provided with a watertank B, which is independent of the boiler,

and is usually in the tender, having leading downwardly from the bottom thereof a valved water-conduit b, which is shown as also rearwardly inclining, so that it joins the said steam-pipe A with a rearward pitch or inclination, as at 0. One section 8 of the pipe A is inclosed within another section 15 thereof, each of said sections being open from end to end and having between them the annular space q, into which the downwardly and rearwardly extending water-way enters, and all to form an eflicient injector. The stem f of the valve 1' is upwardly extended to the top of said tank, whereby it may be conveniently turned, and when the valve is raised the water entering through the opening cl thence passes through the valve-seat opening e to the inclining pipe 0 and enters the pipe A with a rearward flow.

Each car is to be provided with one of the longitudinally-running pipes m, adapted the one to be coupled to the other, and,as stated, the pipe of the foremost car is to be coupled to the rear end of the pipe A of the locomotive. Each of said pipes m is provided with a T or other suitably-formed branch coupling, as shown at g, and connected thereto are the ends of circulation-pipes h h, suitably disposed within the ear for its most efficienteheating effect, and the extremities of said circulation-pipes communicate with the water-receptacle of the Baker or other heaterD at the usual points for connection therewith of such circulation-pipes.

In Fig. 2, in lieu of a Baker heater being indicated, wherein are heating-coils and a circulating-drum, there is shown a heater having its water-receptacle comprised in an annular chamber formed by the jacket outside of and surrounding the combustion-chamber. \Vhere such a heater as last described is employed, the end of one of the circulation-pipes enters the heater-receptacle at a low point thereof, while the end of the other circulation-pipes enters said receptacle at or near the top of said receptacle. The water-receptacle of the heater is provided with an overflow-pipe to, leading from the upper portion thereof. A cock is provided, as at 9', at or near the connection of the pipe m with the circulation-pipes of each car, so that the steam passing from end to end of the train may be prevented from entering the circ ulation-pipes of any particular car, as desired. One of the circulation-pipes is provided with a drop I or a depressed section 70, in which is a dripcock Z for the exhaust.

In the operation of the System, when one or more cars are coupled together and the train to a locomotive, the valve 4. in the tank B is closed and the valve a is opened to permit steam to pass rearwardly through pipeA and the pipes m of the various cars. lhe steam thence passes into the circulation-pipes of the car or cars, the valves j being of course opened therefor. The steam having a free circulation through the said pipes, also circulates freely within the receptacle of the heater, which at such time may be regarded as a passive part of the circulating system for the car. Should it be deemed advisable to maintain the usual degree of warmth in the car for some time after the locomotive is detached and the steam-supply therefrom is cut off, before such detachment of the locomotive is made the valve 6 is opened to permit water from the tank to pass rearwardly through the pipe Aand into the pipe or pipes m of the one or more connected cars. Said water is forced rearwardly by the rearwardlymoving steam under suitable pressure from the locomotive, and it completely fills the circulation-pipes h 71., the drip-valve I then, of course, being closed, and then the water is forced to fill the water receptacle of the heater, which is then fired up. An excessive amount of water forced through the circulation-pipes and into the heater will pass off through the overflow-pipe. The valves a and i on the locomotive are then closed, and the locomotive may be uncoupled, and, the valve 40 j for each car also being closed, the Water is confined within the pipes h h, and heaterreceptacle for continuous circulation within each car. In other words, when the heater and heating-pipes are filled with water they are entirely out off from the supply-pipe m.

It is very important and advantageous that the water conveyed to the circulation-pipes in a car comprising the heater D be entered into said circulation at a temperature below the boiling-point, for the reason that under such a condition there is practically no shrinkage or falling away of the water in the circulation-pipes and heater after the locomotive, has been detached from the train, (it being understood that in a warm-water heating apparatus of the character set forth it is requisite that the circulation receptacle or pipes be full,) and therefore it is clear that by com veying water which is below the boilingpoint to the circulation, as it is possible to do when a water-supply tank is in the tender, with a suitable waterwvay leading therefrom to the circulation, on filling the circulation the water in same will not be subject to shrinkage as would be the case were water taken from the locomotive-boiler or condensing steam employed, and furthermore, it will be understood that the steam from the locomotive-boiler, which is employed to drive the water from the tender-tank rearwardly to enter the circulation, while it does not increase the volume of the so-entered water, does serve in an important measure to warm the same, whereby the work to be performed by the heater in bringing the water in the circulation up to the necessary degree is more quickly accomplished.

\Vhat I claim as my invention is- 1. In a system for heating railway-cars, the combination, with one or more cars, each provided with circulation-pipes and aBaker or analogous form of water-heater connected thereto, and a pipe an under each car, adapted to be connected with the corresponding pipe of the next car and also connected with said circulation-pipes, of a pipe having a valve therein connected with the locomotive-boiler and leading therefrom for a connection with a car-pipe m, a tank in the locomotive-tender, a water-way leading with a downward and rearward direction therefrom and communicating with said pipe which leads from the boiler, there being an injector-nozzle within said latter pipe terminating at the rear of the place of entrance to said pipe of said tendertank water-way, and a valve in said waterway, substantially as and for the purpose described.

2. In a system for heating railway-cars, one or more cars, each provided thereon withcirculation-pipes and at Baker or analogous form of water-heater connected thereto, a pipe m, ranging under each car, adapted to be connected with the corresponding pipe of the next car and also connected with said circulation-pipes, and a valve for closing communication between said pipe m and the circulation-pipes, combined with a valved pipe A, connected with the boiler of the locomotive and leading therefrom for a connection with a car-pipem, a tank in the locomotive-tender, a water-way leading therefrom with a downward and rearward direction and communieating with said pipe A, there being an injector-nozzle within said pipe A terminating at the rear of the place of entrance of said tender-tank water-way to said pipe A, and a valve in said tender-tank water-way,substantially as and for the purposes set forth.

JAMES EMERSON.

\Vitnesses:

WM. S. BELLOWS, G. M. CHAMBERLAIN.

IOC 

